Electropneumatic brake



. Nov. 24, 1936. 5 w BAUGHMAN 2,061,890

ELECTROPNEUMATIC BRAKE FiledDec. 22; 1954 2 Sheets-Sheet 1- IAPPLI TRON ZONE. ASE

gEORGE W. BAUGH MA Nov. 24, 1936. w/ I 2,061,890

' ELECTROPNEUMATIC BRAKE Filed Dec. 22, 1934 2 Sheets-Sheet 2 |||||||H I M;

INVENTOR GEORGE W. BAUGH MAN.

A TTORNEY Patented Nov. 24, 1936 UNITED STATES PrENT OFFICE ELECTROPNEUMATIC BRAKE Application December 22, 1934, Serial No. 758,775

20 Claims.

'My invention relates to braking equipment and more particularly to such equipment for use on high speed multiple unit cars and railway trains.

In trains and traction vehicles designed for high speed service it is essential that a braking equipment be provided that combines .a high degree of reliability and safety with simplicity of operation. It has previously been proposed to use braking equipment including both electromagnetically controlled means for applying the brakes, and automatic means for applying the brakes that is controlled in accordance with a reduction in brake pipe pressure.

Inaccordance with my invention, an electropneumatic brake equipment is provided including electrically controlled magnet valve devices that are operated to control the application and release of the brakes in accordance with the positioning of a manually operable brake controlling handle. A plurality of sequence timing relays, corresponding in number to the number of service application positions of the manually operable handle, are provided for controlling the magnet valve devices to effect the degree of application and release of the brakes in accordance with the amount of movement of the brake applying handle from one position to another.

Also, in accordance with my invention, means is provided for checking the proper energization of the circuit controlling wires through which the application magnets and the release magnets are energized, in each position of the brake controlling handle, and for checking the proper operation of the brake controlling sequence timing relays in correspondence to the position of the brake controlling handle. Means is provided, that is operative upon failure in the proper energization of the application magnet controlling Wire or of the release magnet controlling wire, to be properly energized, or upon failure of operationof the sequence timing relays in correspondence to the position of the brake con.- trolling handle, to effect a pneumatic emergency application of the brakes.

It is an object of my invention to provide. an electropneumatic brake equipment in which the degree of application of the brakes is controlled by the position of a manually operable brake controlling handle, and in which means is provided for checking the integrity of the brake controlling circuits in any application position of the brake controlling handle.

, It is another object of my invention to provide an electropneumatic brake equipment in which the degree of application of the brakes is controlled by the operation of a plurality of sequence or chain relays corresponding in number to the number of application positions of the manually operable brake. controlling handle and in which means is provided for checking the corr-ectness of operation of the sequence relays to correspond to the positioning of the brake controlling handle. 7

It is a further object of my invention to provide means, operable upon a failure in the proper energization of the brake controlling wires, or upon improper operation of the sequence relays to efiect an automatic emergency application of the brakes.

Other objects and advantages of my invention willappear from the following specification describing a specific embodiment thereof when taken together with the accompanying drawings; in which- Figs. 1 and 2 taken together, illustrate a diagrammatic view of circuits and apparatus comprising one preferred embodiment of the invention.

Each train unit to which the brakes are applied is provided with a brake cylinder I, an application magnet valve device 2, and a release magnet valve device 3, for controlling the flow of fluid under pressure from an auxiliary reservoir 4, through a double check valve 5, to the brake cylinder I, and from the brake cylinder to the atmosphere. A triple valve 6 is also provided for controlling the flow of fluid under pressure from the auxiliary reservoir 4 through the check valve 5 tothe brake cylinder 6, and from the brake cylinder l to the atmosphere, in accordance with the variations in pressure within a brake pipe I. Fluid under pressure is supplied from .a main reservoir 8, to the brake pipe 1, and through it to the auxiliary reservoirs 4 of the several braking units.

In the drawings, apparatus comprising two brake units is illustrated, althoughit will be appreciated that any desired number of brake units may be employed. An application valve 9 and an emergencymagnet valve device I I are provided for effecting an emergency release of fluid under pressure from the brake pipe l to effect an emergency operation of the triple valve 6 upon the deenergization of a slow time release relay H, the operation of which will be later explained.

The several application magnet valve devices 2 are operated from an electric circuit that is completed through an application magnet wire IS in accordance with the operation of an application relay l5, and the several release magnet valve devices are operated from an electric circuit that is completed through a release magnet wire I4 in accordance with the operation of a release relay i6. The relays I5 and I6 are energized in accordance with the operation of a manually operable controller ll and one or more of a plurality of chain relays 2I, 22, 23, 24, 25, 26, and 21 corresponding in number to the number of operative positions of the controller II within its application zone, here shown as seven, but which, it will be appreciated, may be any desired number. The operation of the application relay I5 and of the release relay I6 to their circuit closing positions controls the operation, respectively, of an application checking relay 28 and a release checking relay 29, which control the operation of an application limiting relay 3I and which latter efiects the continued energization of the slow release relay I2 after the manual controller II has been moved away from its release position, in a manher to be later explained.

The check valve device 5 comprises a cylindrical casing having inlet ports 32 and 33 in the opposite ends thereof, and outlet ports 34 and 35 in a side wall thereof, and contains a check valve 35 that, when moved toward the left, closes communication between the inlet port 32 and the outlet 34 and opens communication between the ports 33 and and, when positioned toward the right, closes between the ports 33 and 35 and opens communication between the ports 32 and 34.

The application magnet valve device 2 comprises a magnet 3? that is operatively connected to an application valve 38 to control communication between a valve chamber 39, that is connected by passage and pipe 45 to the auxiliary reservoir 4, and the chamber 42, that is connected by passage and pipe 43 through the check valve device 5 and the brake cylinder pipe 44, to the brake cylinder i. A spring 45 is provided in the application valve chamber 36 for forcing the application valve 38 to its seat.

The release magnet valve device 3 comprises a magnet 46 that is operatively connected to a release valve 6? for controlling communication between a release valve chamber 48, that is in communication with the atmosphere through the exhaust port 66, and a chamber 5|, that is in communication with the brake cylinder I through passage and pipe 43 and the check valve 5. A spring 52 is provided in the chamber 5I for urging the release valve 4? from its seat.

The triple valve device 6 comprises a casing containing a piston chamber 53 that is in communication with the brake pipe I through passage and pipe 54, and which contains a piston 55 that is provided with a stem 56 that is operatively connected to a slide valve 51 contained within a valve chamber 56. In the illustrated, or release, position of the piston 55 and the valve 51, the auxiliary reservoir 6 is charged from the brake pipe I through a groove 59 leading past the piston 55 from the piston chamber 53 to the valve chamber 58, and communication between the passage and pipe 62 and the exhaust port 63 is effected through a groove 65 in the face of the slide valve 51.

Upon a reduction in brake pipe pressure the differential pressure on the opposite sides of the piston 55, causes the piston and the slide valve 51 to move toward the left, closing communication between the pipe and passage 62 and the exhaust port 63, and unlapping the end of the passage 62 to effect communication from the auxiliary reservoir 4 to the brake cylinder I through the valve chamber 56 and the inlet port 32 of the double check valve device 5. As fluid under pressure enters the double check valve device 5 through the port 32 the valve 36 will be forced toward the right, closing communication between the ports 33 and 35 and opening communication between the ports 32 and 34. Upon an increase in brake pipe pressure, while the check valve 36 is in its right position, a corresponding increase in pressure within the piston chamber 53 forces the piston 55 and the slide valve 51 to their illustrated positions, effecting communication from the brake cylinder I to the atmosphere through the ports 34 and 32 of the check valve device 5 and the exhaust port 63 of the triple valve device 6. In this position of the piston 55, fluid under pressure flows from the main reservoir 8 to the auxiliary reservoir 4 through the feed groove 59, past the piston 55, to again recharge the auxiliary reservoir.

The application valve device 9 for effecting a quick release of fluid under pressure from the brake pipe I to the atmosphere, comp-rises a casing containing chambers 64 and 65, between which is positioned a valve 66 that is adapted to engage a ring seat 6's to close communication from the chamber 65, that is in communication with the brake pipe I through the pipe 68, and the exhaust chamber 69, that is in communication with the atmosphere through an exhaust port II. A restricted passage I2 is provided between the chambers 64 and 65 to normally equalize pressures on the opposite sides of the valve 66. A spring I3 is provided within the chamber 64 for urging the valve 65 to its seat 67.

The emergency magnet valve device II comprises an electromagnet I6 operatively connected to a release valve I4, for controlling communication between the chamber I5, that is in open communication with the atmosphere through an exhaust port I6, and a chamber TI, that is in communication with the chamber 64 of the application valve device, through a pipe I8. A spring I9 is provided in the chamber 11 for urging the valve I4 from its seat. So long as the magnet I0 is energized, the release valve I4 is forced to its seat against the pressure of the spring I9, thus closing communication between the chamber 64 of the application valve device 9 and the atmosphere. Upon deenergization of the magnet I0, the emergency release valve I4 is moved from its seat by the pressure of the spring I9, thus effecting communication from the chamber 64 in the upper part of the application valve device 9 to the atmosphere, through the exhaust port I6 of the emergency valve device II. This effects a rapid reduction in the pressure within the chamber 64, since fluid under pressure cannot be fed from the chamber 65 through the restricted passage I2 fast enough to maintain the pressure within the chamber 64.

Since the valve 66 is subject, on its lower side, to the pressure within the chamber 65, and, on its upper side, to the pressure of the spring I3 and to the pressure within the chamber 64, a reduction in the pressure Within the chamber 64 permits the pressure within the chamber 65 to move the valve 66 upwardly against the pressure of the spring I3 thus effecting communication between the chamber 65 and the atmosphere through the exhaust chamber 69 and the exhaust port II to effect a rapid reduction in brake pipe pressure. sure efiects an operation of the triple valve device 6 as above described to effect an emergency application of the brakes.

The manually operable controller I! for con- This reduction in brake pipe prestrollingv the application and release of the brakes is illustrated as being ofthedrum type, and comprises a conducting drum segment 8| that is in engagement, in all positions of the controller handle, with a contact member 82, connected by a conductor 83 to the positive terminal of a battery 84. Contact members and 88 are provided, the contact member 85 being in engagement with the drum segment 8| in its release position only, and the contact member 88 being in engagement with the drum segment 8| in all controller positions excepting the release position. As illustrated, the downwardly extending portion of the drum segment-8| consistsof a plurality of rectangular portions arranged in a step by step fashion, the number of such portions corresponding to the number of application positions of the controller I'I, here illustrated as seven. Seven pairs of contact members 81 to I88 inclusive, numbered 81 and 88 for the first application position and 99 and I88 for the seventh application position, cooperate with the seven rectangular portions of the drum segment 8|. The seven pairs of contact members 8'I-88 to 89-488 control the operation of the seven sequence or chain relays 2| to 21 inclusive, and the operation of the application relay I5, the release relay I8, and the application limiting relay 3|, in accordance with the degree of movement of the controller IT.

The chain relays 2| to 21 inclusive, are each provided with two operating windings either one of which, when energized, attracts thearmature of 'the relay, causing the associated contact members to be actuated upwardly as viewed in the drawings. Upon movement of the controller H from its release position, the application relay I5 and the release relay I6 are both energized, the application relay remaining energized only for a limited period of time, depending upon the number of the chain relays required to operate in sequence to effect the energization of the application limiting relay SI, and which corresponds to the number of controller steps through which the controller II'has been moved. At the termination of the operation of the required number of sequence or chain relays, the application limiting relay 3I is energized and operated to interrupt the energization of the application relay I5 and prevent a further degree of application of the brakes.

After an application of the brakes has been made, a movement of the controller I'I toward its release position effects a reverse operation of a number of chain relays, depending upon the number of application positions through which the controller has been moved, during which time the release relay I8 and the release magnet valve device 3 are deenergized.

The operation of the equipment wil l now be explained in detail for a number of specific operations of the controller H. The conducting segment 8| of the drum controller is constantly connected to the positive terminal of the battery 84 through the contact member 82 and conductor 83. In the illustrated or release position of the controller H, a circuit is completed through the contact member 85, conductor I8| the winding of the slow release relay I2, to ground at I82, and to the grounded terminal I83 of the battery 84, thus energizing the slow release relay I2 and causing its contact member I84 to be held in a circuit closing position. The contact member I04, in its circuit closing position, "completes a circuit for energizing the magnet I8 of the emergency magnet valve release device II extending from the 85 and the conducting segment 8| are separated,

thus interrupting the above traced circuit through the Winding of the slow release relay I2, which is so designed as .to remain closed for about 'one second after the circuit is interrupted, at which time the relay will interrupt the above traced circult through the magnet 18, unless a circuit has been closed through the lower contact member of the relay 3| to maintain the relay I2 energized,

If, upon movement from its release position,

the controller I? is brought to rest in its first application position, the contact members 82, 86, 81 and 88 will be in engagement with the conducting segment 8I. The contact member 82 connects the segment 8| to the ungrounded terminal of the battery 84. A circuit now extends from the conducting segment 8| through the contact member 88, conductor I88, the contact member I89 of the relay 3|, conductor I I, the winding of the application relay I5 to ground at 2, and to the grounded terminal I83 of the battery 84, thus energizing the relay I5 and causing it to move its contact member II3 to a circuit closing position. This operation of the relay I5 closes a circuit for energizing the application checking relay 28 that extends from the ungrounded terminal of the battery 84, through conductors 83 and I85, contact member II3 of the relay I5, application magnet conductor I3, the winding of the application checking relay 28, to ground at I I4, and to the grounded terminal I 83 of the battery 84, thus energizing the relay 28 and causing it to move its contact member I I5 to a circuit closing position. A circuit is also completed from the conductor I3 through the winding of the magnet 31 of each application magnet valve device 2, causing the valve 38 to be moved from its seat to effect the supply of fluid under pressure to the brake cylinder I.

A circuit also extends from the conducting segment 8| through the contact member 88, conductor H6, to the junction point II'I, thecontact member II8 of the second chain relay 22 is in its deenergized position, conductor II 9, the lower winding I2I of the release relay I6, to ground at I22, and to the grounded terminal I83 of the battery 84, thus energizing the release relay I6 and causing it to move its contact member I23 to 'a circuit closing position. This operation of the release relay I6 closes a circuit extending from the battery 84, through conductor 83, conductor I85, the contact member I23 of the relay I6, the release magnet wire I4, through which the several release magnet valve devices 3 are energized, the winding of the release checking relay 29 to ground at I24, and to the grounded terminal I83 of the battery 84. The completion of this circuit effects the operation of the several release valves 41 to their lap position to out oil the flow of fluid under pressure from the brake cylinder I to the atmosphere, and energizes the release checking relay 29, causing it to move its contact members I25 and I26 to their circuit closing positions.

In the first application position of the control: ler H a circuit also extends from the conducting segment 8| through contact member 88, conductor |I6 to the junction point I I'I, conductor I27, the contact member I28 in its lower or illustrated position, conductor I29 to the upper winding |3I of the first chain relay 2|, to ground at I32, and to the grounded terminal I03 of the battery 84, thus energizing the relay 2| and causing it to move its several contact members I33, I34 and 35 upwardly to their circuit closing positions. The contact member I34 closes a checking circuit extending from the conducting segment 8| of the controller, through contact member 81, conductor I36, the contact member I34 of the relay 2|, conductor I37, the winding of the application limiting relay 3|, conductor I38, the contact member I 25 of the release checking relay 29, the contact member 5 of the application checking relay 28 to ground at I39, and to the grounded terminal I03 of the battery 84, thus energizing the application limiting relay 3| and causing it to move its contact members I4I, I09 and I42 to their circuit closing positions.

The energization of the application limiting relay 3| and the upward movement of its several contact members effects the closure of a holding circuit through the contact member I4| thereof to ground at I43, and to the grounded terminal I03 of the battery 84. The contact member I09 of the relay 3|, when moved to its upper position, interrupts the energizing circuit through the winding of the application relay I5, permitting its contact member 3 to drop and interrupt the circuit through the application magnet wire I3 for energizing the several application magnet valve devices 2 and the application checking relay 28. This causes the application magnet valve devices to cut off the supply of fluid under pressure to the cylinders, and movement of the contact member I I5 of the checking relay 28 to interrupt the circuit through the conductor I38 that originally energized the winding of the relay 3|. The relay 3| is, however, now maintained energized through the holding circuit above traced. Movement of the contact member I42 of the relay 3| to its circuit closing position closes a circuit for energizing the slow release relay I2 that extends from the battery I44, through the lower contact member I26 of the release checkingrelay 29, conductor I45, contact member I42 of the relay 3|, conductor I III, the winding of the slow release relay I2 to ground at I02 and to the grounded terminal I46 of the battery I44.

Upon energization of the first chain relay 2|, the contact member I33, when moved to its upper position, connects the contact member of the controller I! to the grounded terminal I46 of the upper winding of the second chain relay 22, through a circuit extending from the contact member 90, through conductor I41, junction point I48, the contact member |5I of the relay 22 in its lower position, conductor I52, contact member I33 oi the relay 2|, conductor I53, the winding I54 of the relay 22 to ground at I46 and to the grounded terminal I03 of the battery 84. At the same time the contact member I35 of the relay 2| connects the contact member 90 of the controller I? to the grounded terminal I55 of the lower winding I51 of the second chain relay 22 through a circuit extending from the junction point I48, contact member I35 of the relay 2|, the winding I5! of the relay 22 to ground at I55. Since, however, in the first application position of the controller I], the contact member 90 is not in engagement with the conducting segment 8|, the winding of the second chain relay 22 remains deenergized upon operation of the contact members I33 and I 35 of the first chain relay 2| to their circuit closing positions.

It will be noted, that upon movement of the controller I! to its first application position, the application relay I5 and the release relay I6 are immediately energized and effect the immediate energization of the application magnet valve de-- vices 2 and of the release magnet valve devices 3, the application magnet Valve devices 2 remaining energized for a period of time depending upon the time required for operation of the first chain relay 2| and the application limiting relay 3|, during which time fluid under pressure is supplied from the auxiliary reservoir 4 to the brake cylinder I. Each of the chain relays 2| to 2'8 inclusive, has a time delay characteristic in both its closing and opening operations that is about one-tenth the time delay interval of the slow release relay I2, and since the chain relays operate in sequence, the duration of time between the energization of the application relay I5 and the application limiting relay 3| will depend upon the number of steps through which the controller I! has been moved and the number of chain relays required to operate to effect the energization of the relay 3|.

Should, upon movement of the controller i! to the first application position as above described, the application relay I5 and the release relay I6 fail to properly energize the application magnet wire I3 and the release magnet wire I4, respectively, or should the first chain relay 2i fail to properly operate, the application limiting relay 3| will not be energized, since its energizing circuit is completed only upon operation of the application checking relay 28, the release checking relay 29, and the chain relay 2| to their circuit closing positions. Consequently, upon the failure to energize the relay 3|, the contact member I42 thereof will not be moved to close a circuit through the winding of the slow release relay I2 to maintain it in its circuit closing position. The slow release relay |2 will, therefore, become deenergized after the time interval corresponding to its time delay characteristic, permitting the contact member I34 to interrupt the circuit through the winding of the emergency magnet valve device I I to effect a reduction in brake pipe pressure as above explained, and an emergency operation of the triple valve device 3.

So long as the controller I1 is maintained in its first application position, the release relay I3 and the application limiting relay 3! are maintained energized, thus maintaining the release magnet valve devices 3 in their lap positions.

If the controller I! is moved from its first application position to its second, third, or any higher, application position, the application relay 3! is deenergized upon movement of the contact member 81 from engagement with the conducting segment 8|, thus again efiecting the energization of the application relay I5 and the application magnet valve devices 2, which are operated to again supply fluid from the auxiliary reservoirs 4 to the brake cylinders I for a duration of time dependent upon the number of application positions through which the controller I! was moved, and the number of chain relays required to operate before the application limiting relay 3! is again energized to interrupt the energization of the application relay I5. During such forward movement of the controller H, the upper winding 63 of the release relay I6 and the lower winding I65 of the first chain relay 2| are maintained energized through a circuit that includes the conductor I52, that contact member on the control- 75 ler I1 that is below the contact member 88 and corresponds to the application position to which the controller I1 was moved, and the uppermost illustrated contact member of the chain relay, corresponding to the controller position, in its deenergized or lower position.

If the controller I1 is moved from its first application position to its release position, the release relay IE and the first chain relay 2i will be deenergized upon separation of the contact member 88 from the controller conducting segment ill. The operation of the relay 2i to its deenergized position interrupts a circuit through its contact member I32, thus deenergizing the application limiting relay 3 I.

If the operator moves the controller I 1 from its release position, to a position beyond its first application position, say, for example, to its fourth application position, the separation of the contact member 85 fromthe conducting segment 8| will interrupt the circuit through the winding of the slow release relay I2 in the same manner as when the controller I1 was moved to its first application position, as explained above, and engagement of the contact member 86 with the conducting segment M will effect the energization of the application relay I5, the application checking relay 28 and the several application magnet valve devices 2 in the same manner as explained above when the controller I1 was moved to its first application position. In the fourth application position of the controller I'I, however, the application limiting relay 3! will not become energized'to interrupt the energization of the application relay I5 until the first four of the sequence relays, 2 I, 22, 23 and 24 have operated in series, thus maintaining the application relay I5, and the application magnet valve devices 2, energized for a period of time four times as long as when the controller I1 was moved to its first application position, in which case the first chain relay 2! only was required to operate before effecting the energization of the application limiting relay 3i and the deenergization of the application relay I5.

In the fourth application position of the controller I1, the contact members 93 and 92 are in engagement with the conducting segment 8I, effecting energization of the release relay I6, and of the first chain relay 2i, byvmeans of a circuit extending from the conducting segment 8I through contact member 35, conductor I58 to the junction point I59, through the contact member I6I of the chain relay 22, conductor I52, the upper winding I 63 of the release relay I6, to ground at I64, and to the grounded terminal H13 of the battery 8 3, and from the conductor I52 through the winding I65 of the chain relay 2 I, to ground at I 66, and to the grounded terminal I03 of the battery 84. The energization of the release relay I6, causes it to close a circuit'through its contact member I23, that effects the energization of the release checking relay 23 and operation to its circuit closing position, and the energization of the first chain relay 2i effects itsoperation to its circuit closing position.

,Movement of the contact member I33 of the first chain relay 2! to its circuit closing position eiTects the energization of the second chain relay 22 through a circuit extending from the conductor I 52 through relay contact member I33, conductor I53, the upper winding I52 of the chain relay 22, to ground at Hit, and to the grounded terminal I 83 of the battery 82, thus operating the relay 22 to move its several contact members I5I, I61, I68, M3, E28 and I59 to their upper positions. Movement of the second contact member I34 of the first chain relay 2I to its circuit closing position connects the controller contact member 81 to the winding of the application limiting relay 3i, but since in this position of the controller I1, the contact member 81 is not in engagement with the conducting segment 8 I, no circuit is completed thereby. Likewise, movement of the contact member I35 to its circuit closing position connects the controller contact member 9E! to the lower winding I51 of the second chain relay 22, but since the contact member 90 is not in engagement with the control segment 84 in the fourth application position of the controller I1, no circuit is completed thereby.

Movement of the relay contact member I5I to its upper position interrupts the connection between the conductor I52 and the controller contact member 93, and'closes .a circuit from the conductor I52 through conductor ill, the upper Winding I12 of the third chain relay 23, to ground at I13, and to the grounded terminal I63 of the battery 3 3, thus energizing the relay 23 and effecting movement of its contact members I10, I14, I15, I16, I11 and I18 to their upper positions. Movement of the contact member I61 of the relay 22 to its circuit closing position, connects the controller contact member 93, through the conductors I41 and M9, the contact member I61 of the relay 22, conductor I13, the contact member I16 of the relay 23, to the conductor IIEI, but since, in the fourth position of the controller I1, the contact member 90 is not in engagement with the conducting segment Iii, the conductor H9 is not energized through this circuit. Likewise, movement of the contact member I68 to its circuit closing position connects the controller contact member 89 through conductor I8I to the conductor I31, but since in this position of the controller, the contact member 89 is not in engagement with the conducting segment Si, no circuit is completed thereby.

Movement of the relay contact member II8 upwardly disconnects the controller contact member 88 from the conductor H9, but since the contact member 88 is not in engagement with the conducting segment 8I in this position of the controller I1, no operative circuit change is made thereby. Movement of the relay contact member I28 upwardly disconnects the conductor I29 from the controller contact member 88, and closes a circuit from the high voltage terminal of the battery 82 through conductor 83, the contact member I28, conductor I29, the upper winding I3I of the first chain relay 2|, to ground at I32, and to the grounded terminal Hi3 of the battery 84, thus maintaining the relay 2i energized upon interruption of the circuit through its winding I85, which takes place upon upward movement of the contact member IEI of the fourth chain relay 24 in a manner to be explained. Movement of the contact member I69 to its circuit closing position connects the controller contact member 92 through the lower winding I82 of the chain relay 23, to ground at I83, but since in the fourth controller position the contact member 92 is not in engagement with the conducting segment 8|, no circuit is completed thereby.

Movement of the contact member I10 of the third chain relay 23 to its circuit closing position completes a circuit from the conductor I52 through contact member I13, conductor I84, the winding I85 of the relay 2G, to ground at I86, and to the grounded terminal I03 of the battery 84, thus energizing the relay 24 and effecting, after a short time interval, upward movement of the relay contact members I6I, I81, I88, I89, I9I and I92. Movement of the relay contact member I14 of the relay 23 to its upper position, connects the controller contact member 92 through conductor I94, contact member I14, conductor I95, contact member I89 of the relay 24 to the conductor US, but since the controller contact member 92 is not in engagement with the conducting segment 8| in the fourth position of the controller, no circuit is completed thereby.

Upon movement of the relay contact member I15 to its circuit closing position, the controller contact member 9| is connected through the conductor I96 and the contact member I15 to the conductor I31, but since in this position of the controller, the contact member 9| is not in engagement with the conducting segment 8|, no circuit is completed thereby. The upward movement of the relay contact member I16 interrupts the connection between the controller contact member 98 and the conductor II9 through the contact member I61 of the chain relay 22. The movement of the relay contact member I11 to its circuit closing position completes a circuit from the battery 84 through conductor 83, contact member I11, conductor I56, the Winding I51 of the 'relay 22, to ground at I55, and to the grounded terminal I83 of the battery 84, thus energizing the lower winding I51 of the second chain relay 22. Movement of the relay contact member I18 to its upper, or circuit closing, position completes a circuit from the conducting segment 8| of the controller I1 through the contact member 94, conductor I58, contact member I18, winding I91 of the relay 24, to ground at I98, and to the grounded terminal I83 of the battery 84, thus energizing the lower winding of the fourth chain relay.

Movement of the contact member I6I of the relay 24 to its upper position interrupts the connection from the conducting segment 8| of the controller I1 to the conductor I52 through contact member 94, conductor I58, and contact member I6I, through which the conductor I52 was made alive, thus deenergizing the lower winding I65 of the chain relay 2| and the upper windings I54, I12 and I85, respectively, of the chain relays 22, 23 and 24 that were energized from the conductor I52. Energization of the relay 2| is now maintained by its upper winding I3I through the contact member I28 of the relay 22, the energization of the relay 22 is maintained by its lower Winding I51 through the contact member I11 of the relay 23, and the energization of the relay 24 is maintained by its lower winding I91 through the contact member I18 of the relay 23 and the controller contact member 94.

The first four chain relays, 2|, 22, 23 and 24, are therefore maintained energized so long as the controller I1 remains in its fourth application position, but since the conductor I 52 has now been deenergized, movement of the contact member |6I of the relay 24 to its upper position will not effect the energization of the upper winding of the relay 25, and the relays 25, 26 and 21 corresponding, respectively, to the fifth, sixth and seventh positions of the controller I1 remain deenergized. Movement of the contact member I81 to its upper position completes a circuit from the conducting segment 8| of the controller through the controller contact member 94, conductor I58, contact member I81, conductor I99, contact member 288 of the relay 25, to the conductor H9, and through the lower winding |2| of the release relay I6, to ground at I22, and to the grounded terminal I 83 of the battery 84, thus maintaining the release relay I6 energized upon interruption of the circuit through the conductor I52 and the upper winding I63 of the relay.

Movement of the contact member I88 to its circuit closing position completes a circuit from the controller segment 8|, through contact member 93, conductor I98, contact member I88, conductor I31, the winding of the application limiting relay 3|, conductor I38, the contact member I25 of the release checking relay 29, the contact member II5 of the application checking relay 28, to ground at I39, and to the grounded terminal I83 of the battery 84, thus effecting energization of application limiting relay 3 I. As explained above, the relay 3|, when energized, operates to close a holding circuit through its contact member Hi, to interrupt the energization of the application relay I5 through the contact member I89 to thus effect operation of the application magnet valve devices to their lap position, and to close an energizing circuit for the slow release relay I2 through the contact member I42.

If either the application relay I5, or the release relay IS, fail to properly operate, or when operated, to energize the application magnet wire I3 or the release magnet wire I4, the application checking relay 28 or the release checking relay 29 will accordingly fail to be energized to complete a circuit through the winding of the application limiting relay 3|, so that the circuit through the winding of the slow release relay I2 will not be completed within the time during which this relay maintains its contact member I84 in a circuit closing position, and upon movement of the contact I84 from its circuit closing position, the emergency magnet valve device II and the application valve device 9 will effect an emergency application of the brakes through operation of the triple valve device 6. Also, should the sequence of operation of the chain relays 2|, 22, 23 and 24, as above described, fail to be completed upon movement of the controller I1 to its fourth application position, the circuit through the winding of the application limiting relay 3| will not be completed, and the slow release relay I2 will operate to interrupt the energization of the magnet valve device II to effect a reduction in brake pipe pressure and an emergency application of the brakes.

It will be noted that the application checking relay 28, and the release checking relay 29, are at the extreme opposite end of the train wires I3 and I4 from the application relay l5, and the release relay I6, respectively, so that should these wires become broken at any point an attempt to make a service application of the brakes would result in an emergency application through a reduction in brake pipe pressure.

If the system has operated correctly upon movement of the controller I1 to its fourth application position, the application limiting relay 3|, the release relay I6, and the four chain relays 2I. 22, 23 and 24, will have been energized and will remain energized so long as the controller I1 remains in its fourth application position. If the operator wishes to effect a partial reduction in braking pressure, and now operates the controller I1 to a lower, say, for example, its second application positions, thus bringing the contact members 89 and 98 into engagement with the conducting segment 8|, the circuit from the conducting segment 8| through the controller contactmember 94, conductor I58, contact member I18 of the relay 23, and the lower winding I91 of the relay 24 is interrupted, thus effecting the deenergization of the chain relay 24 and the operation of its several contact members I6I, I81, I88, I89, I91, and I92 to their lower or illustrated positions. 'Upon movement of the'controller I1 from its fourth application position to its second application position, the circuit for energizing the winding of the application limiting relay 3|, extending from the conducting segment 8| through the contact member 93, conductor I98, thecontactmember I88 of the chain relay 24, to conductor I31, is also interrupted, but the energization of the relay 3| is maintained by a circuit extending from the conducting segment 8I through controller contact member 89, conductor I8I, the relay contact member I68 of the relay 22, to the conductor I31 and the winding of the relay 3 I. 7

Upon movement of the controller I1 from its fourth application position, the separation of the controller contact member 94 from the conducting segment 8| interrupts the circuit therethrough for energizing the lower winding I2I of the release relay I6, thus de energizing the relay I6 and permitting the contact member I23 to move to its circuit interrupting position, to interrupt the energization of the release magnet valve devices 3 and to effect communication from the brake cylinders I to the atmosphere through the exhaust ports 49.

Movement of the contact member I9I of the relay 24 to its lower, or circuit interrupting, position'interrupts the circuit from the battery 84 for energizing the lower winding I82 of the chain relay'23, which, after its characteristic time interval, effects movement of its several contact members to their lower, or illustrated, positions. The movement of the contact member I11 of the chain relay 23 to its lower, or circuit interrupting, position interrupts the circuit through the lower winding I51 of the chain relay 22, through which this relay was maintained energized upon the deenergization of the conductor I52 when the controller I1 was in its fourth application position and the several chain relays 2|, 22, 23 and 24 were all energized. Upon movement of the controller from its fourth application to its second application position, a circuit was completed from the conducting segment 8| through the controller contact member 98, conductor I41, and the contact member I35 of the relay 2| for also'energizing the lower winding I51 of the relay 22, and this circuit is maintained, thus preventing the relay 22 from becoming deenergized upon the deenergization of the relay 23.

Upon the deenergization of the chain relay 23 and movement of its contact members to their lower positions, a circuit is completed from the conducting segment 8| of the controller I1, through controller contact member 98, conductor I41, contact member I61 of the relay 22, and contact member I16 of the relay 23 to the conductor H9 and the lower winding I2I of the release relay I8, thus energizing the release relay and causing it to move its contact member I23 to its circuit closing position, to energize the several release magnet valve devices 3 and effect movement of the releasevalve 41 to lap position to cut off communication from the brake cylinder I to the atmosphere. It will be noted, that upon movement of the controller I1 toward release position within its application zone, the release relay I6 and the release magnet valve devices 3,

remain deenergized for a period depending upon the number of chain relays that are required to be deenergized in sequence, which would be two (relays 24 and 23), upon movement of the controller I1 from its fourth to its second operating position. That is, the time during which the release magnet valve devices remain deenergized is directly dependent upon the number of application positions through which the controller I1 is moved.

The operating characteristics of the chain relays 25, 26 and 21 are similar to those of the chain relays already described, and it is believed that the operation of the system will be clearly understood without further specific detailed description of different operations of the controller H. For example, had the controller I1, when moved from its release position, been moved to its seventh, or last, application position, to effect a full application of the brakes, instead of to its fourth application position, the operation of the first four chain relays 2|, 22, 23 and 24 would have been the same as above described, except that the conductor I52 would have been energized through the controller contact member I88 and the contact member 28I of the relay 21, instead of being energized through the controller contact member 94, corresponding to the fourth application position of the controller, and the contact member IBI of the relay 24, in which case movement of the contact member IBI of the relay 24 to its upper position, instead of deenergizing the conductor I52 would have energized the upper winding of the relay 25 to effect movement of its several contact members upwardly after its characteristic time interval. The contact member 282 of the relay 25 would then efiect energization of the upper winding of the relay 28 to cause movement of its contact members upwardly after its characteristic time interval, and the movement of its contact member 283 would effect the energization of the upper winding of the relay 21 to cause its contact members 28I, 286, 289 and 284 to be moved upwardly.

When the controller I1 is in its seventh application position, the conductor I52 is deenergized upon upward movement of the contact member 28I of the relay 21 in the same manner that it was energized upon the upward movement of the contact member I6I of the relay 24 when the controller was in its fourth application position, and the conductor H8 is energized through the contact member 28I in the same manner that it wasv energized upon upward movement of the contact member I81 of the relay 24. The contact member 284 is connected in series with the second contact member 285 of the next higher relay 26 between that relay and the conductor H9 in the same manner that the contact member I89 of the relay 24 is connected between the contact member I14 of the relay 23 and the conductor H9. The contact member 288 of the relay 21, effects connection between the controller conducting segment 8| and the winding of the application limiting relay 3|, through conductor I31, when the controller is in its seventh application position, in the same manner as does the contact member I88 of the relay 24, when the controller I1 is in its fourth application position. The contact members 281, 288, and 289, associated, respectively, with the chain relays 25, 28 and 21, each operate to effect the energization of the lower winding of the next lower numbered relay in series, upon energization of its associated relay, thus contributing to maintain all of the several chain relays energized when the application of the brakes has been completed in response to the movement of the controller I! to its seventh application position.

To summarize, if the operator moves the controller H to a brake applying position, both the application relay l5 and the release relay I6 are energized, and effect the energization of the application magnet valve devices 2 and the release magnet valve devices 3, causing the brakes to be applied. The relays I5 and [6 also respectively effect the energization of the application checking relay 28 and the release checking relay 29. The application limiting relay 3! must be energized to limit the degree of application of the brakes, and its energizing circuit extends through the contact members of the application relay 28 and the release relay 29, which checks the fact that both the application magnet wire I3 and the release magnet wire l4 have been properly energized. In case the wires 13 and id have not been properly energized, the application checking relay 28, or the release checking relay 29, will not operate and the application limiting relay 3| will not be energized to effect the energization of the slow release relay I 2, which will then operate to interrupt the energization of the emergency magnet valve device and cause an emergency application of the brakes.

Subsequent advances of the controller I'I effect the deenergization of the relay 3|, which will be energized again to limit the degree of application of the brakes in accordance with the movement of the controller l1. At each advance of the controller 11, a check circuit is, therefore, completed through the contact members of the relays 28 and 29, indicating that the wires l3 and [4 have been properly energized. The degree of energization of the brakes, upon movement of the controller I1, is determined by the number of controller steps through which it is moved, and the number of chain relays 2| to 21 corresponding to the controller steps that must operate before the application limiting relay 3| is energized. The chain relays 2l to 21 inclusive, have slight time delay characteristics and operate in sequence, so that the application relay I5 is energized, upon any movement of the controller I! in a direction to efiect application of the brakes, for a time proportional to the number of chain relays that must operate to limit the brake application, and the release relay IB is deenergized when the controller I1 is moved in a direction to effect a release of the brakes for a period of time that is proportional to the number of chain relays that are required to operate to effect a correspondence between the relays and the controller.

The slow release relay I2 is maintained energized in the release position of the controller I1, and upon movement of the controller to an application position, for a sufficient length of time after it leaves its release position to permit all of the several relays 2| to 21 to operate in sequence. Upon completion of the proper operation of the several sequence relays to correspond to the movement of the controller 11, a circuit is completed through the winding of the slow release relay l2 maintaining it'energized. Should the relays fail to operate properly, this maintaining circuit will not be completed and the relay l2 will, after a time interval of say one second, operate to effect an emergency application of the brakes. If the controller I! is moved toward release position, the release relay I6 is deenergized and the relay 3| is maintained energized to effect the flow of fluid under pressure from the brake cylinder for a time dependent upon the number of steps through which the controller I! has been moved, at which time the relay I6 is again energized to effect the energization of the release magnet valve devices 3 and prevent further release of the brakes.

While I have illustrated and described one preferred embodiment of my invention, it will be apparent that many modifications thereof may be made within the spirit of my invention, and I do not wish to be limited otherwise than by the scope of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a brake equipment for vehicles, electroresponsive means for effecting an application of the brakes, manually operable means having a plurality of brake applying positions for controlling said electroresponsive means to effect a desired degree of application of the brakes, and checking means operative upon movement of said manually operable means to any brake applying position for indicating an operation of said electroresponsive means in correspondence with the operation of said manually operable means.

2. In a brake equipment for vehicles, electroresponsive means. for effecting an application of the brakes, manually operable means having a plurality of brake applying positions for controlling-said electroresponsive means to effect the desired degree of application of the brakes, checking means operative upon movement of said manually operable means to any brake applying position for indicating an operation of said electroresponsive means in correspondence with the operation of said manually operable means, and means responsive to a lack of correspondence between the movement of said manually operable means and said electroresponsive means for effecting an emergency application of the brakes.

3. In a brake equipment for vehicles, electroresponsive means for effecting an application of the brakes, manually operable means having a plurality of brake applying positions for controlling said electroresponsive means to effect a de sired degree of application of the brakes, electric circuit means for energizing said electroresponsive means, means for modifying the condition of said electric circuit means after a predetermined time depending upon the amount of movement of said manually operable means from its brake releasing position to determine the degree of application of the brakes, and checking means for indicating a correspondence between the condition of said electric circuit means and the operation of said manually operable means.

4. In a brake equipment for vehicles, electroresponsive means for effecting an application of the brakes, manually operable means having a plurality of brake applying positions for controlling said electroresponsive means to effect a desired degree of application of the brakes, electric circuit means for energizing said electroresponsive means, means for modifying the condition of said electric circuit, means operable after a predetermined time depending upon the amount of movement of said manually operable means from its brake releasing position to determine the degree of application of the brakes, checking means for indicating a correspondence between the operation of said manually operable means and the condition of said electric circuit means,

and means operable upon a lack of correspondence between said manually operable means and said electric circuit means for efiecting an emergency application of the brakes.

5. In a railway train brake system, the combination with an electropneumatic brake apparatus, of electric control circuits extending throughout the train and connected to said apparatus, manually operable means for controlling the electric control circuits, a checking circuit and a plurality of electric timing relays operable in sequence upon the energization of said control circuits in accordance with the operation of said manually operable means for closing said checking circuit to indicate the integrity of said electric circuits.

6. In a railway train brake system, the combination with an electropneumatic brake apparatus, of electric control circuits extending throughout the train and connected to said apparatus, manually operable means for controlling said electric circuits, electroresponsive means energized through said control circuits upon movement of said manually operable means to a brake applying position, electric timing relays operable upon the energization of said control circuits in accordance with the operation of said manually operable means to indicate the integrity of said electric circuits, and means responsive to a failure in said electric control circuits for effecting an emergency operation of the brakes.

7. In a railway train brake system, the combination with an electropnemnatio brake apparatus, means for controlling the application and release of the brakes comprising an application relay, a release relay, and electric control circuits controlled thereby extending throughout the train and connected to said apparatus, manually operable means for controlling said application and release relays, and electric checking relays operable upon the energization of said control circuits an amount dependent upon the amount of movement of said manually operable means to indicate the integrity of said electric circuits.

8. In a railway train brake system, the combination with an electropneumatic brake apparatus, of means for controlling the application and release of the brakes comprising an application relay, a release relay, and electric circuits controlled thereby extending throughout the train and connected to said apparatus, manually operable 'means for controlling said application and release relays, electric relays operable upon the energization of said circuits in accordance with the operation of said manually operable means to indicate the integrity of said circuits, and means responsive to a failure in said electric circuits for effecting an emergency application of the brakes.

9. In a railway train brake system, the combination with an electropneumatic brake apparatus, means for controlling the application and release of the brakes comprising an application relay, a release relay, and electric circuits con trolled thereby extending throughout the train and connected to said apparatus, manually operable means for controlling said application and release relays, an application checking relay and a release checking relay responsive, respectively, to the energization of the application and release controlling electric circuits, and an application limiting relay responsive to the movement of said manually operable means for efiecting the degree ofapplication of the brakes;

10. In a railway train brake system, the combination with an electropneumatic brake apparatus, of means for controlling the application and release of the brakes comprising an application relay, a release relay, and electric circuits controlled thereby extending throughout the train and connected to said apparatus, manually operable means for controlling said application and release relays, an application checking relay and a release checking relay, responsive to the energization of the application and release controlling electric circuits, an application limiting relay and time delay control means therefor responsive to the amount of movement of said manually operable means for determining the degree of application of the brakes, and means responsive to a failure in the proper operation of said application checking relay, said, release checking relay, or said application limiting relay, to effect an emergency application of the brakes.

11. In a railway train brake system, the combination with an electropneumatic brake apparatus, of means for controlling the application and release of the brakes comprising an application relay, a release relay, and electric circuits controlled thereby extending throughout the train and connected to said apparatus, manually operable means for controlling said application and release relays, an application checking relay, a release checking relay, responsive, respectively, to the energization of the application and release controlling electric circuits, time delay means operable in accordance with the amount of movement of said manually operable means, and an application limiting relay controlled by said application and release relays and responsive, after a time interval as determined by said time delay means for maintaining the brakes applied.

12. 'In a railway train brake system, the combination with an electropneumatic brake apparatus, of means for controlling the application and release of the brakes comprising an application relay, a release relay, and electric circuits controlled thereby extending throughoutthe train and connected to said apparatus, manually operable means for controlling said application and release relays, an application checking relay, a release checking relay, responsive respectively to the energization of the application and release controlling circuits, a plurality of chain relays operable in sequence in accordance with the amount of movement of said manually operable means, and an application limiting relay controlled by said application and release relays and responsive, after a time interval determined by operation of said chain relays for maintaining the brakes applied, and means responsive to a failure in the proper operation of said application checking relay, said release checking relay, or said application limiting relay, to effect an emergency application of the brakes.

13. In a railway train brake system, the combination with an electropneumatic brake apparatus, of means for controlling the application and release of the brakes comprising an application relay, a release relay, and electric circuits controlled thereby extending throughout the train and connected to said apparatus, manually operable means for controlling said application and release relays, an application checking relay and a release checking relay responsive, respectively, to the energization of the application and release controlling circuits, a plurality of chain relays operable in sequence in accordance with the opera tion of the manually operable means, and an application limiting relay responsive to an operation of said chain relays for maintaining the brakes applied.

14. In a brake equipment for vehicles, a fluid pressure brake, a brake pipe, means responsive to the fluid pressure in said brake pipe for controlling the operation of the brake, electroresponsive means comprising a series of timing relays for controlling the operation of the brake, means including a manually operable device for controlling the operation of said electroresponsive means to effect a degree of application of the brake in accordance with the position of said manually operable means, and means operable in any position of said manually operable means and responsive to a failure in the operation of said electroresponsive means in correspondence with the movement of said manually operable device for effecting a reduction in brake pipe pressure to cause operation of said fluid pressure responsive means to effect an emergency application of the brake.

15. In a brake equipment for vehicles, a fluid pressure brake, a brake pipe, means responsive to the fluid pressure in said brake pipe for controlling the application of the brake, electroresponsive means comprising an application magnet valve device and a release magnet valve device for controlling the application of the brake, means including a manually operable device for controlling the operation of said electroresponsive means to effect an application of the brake in accordance With the position of said manually operable means, application and release checking relays operable respectively upon the energization of the circuits for controlling said application and release magnet valve devices, and means responsive to a failure in the operation of said checking relays for effecting a reduction in brake pipe pressure to cause operation of the fluid pressure responsive means to effect an emergency application of the brake.

16. In a brake equipment for vehicles, a fluid pressure brake, a brake pipe, fluid pressure responsive means subject to brake pipe pressure for controlling the application of the brake, electroresponsive means for controlling the application of the brake, manually operable means for controlling the operation of said electroresponsive means to effect an application of the brake in accordance with the position of said manually operable means, checking relays operable upon the energization of the circuits for controlling said electroresponsive means, time delay means operable at a time interval after operation of said manually operable means for limiting the degree of application of the brake, and means responsive to the improper operation of said electroresponsive means for effecting a reduction in brake pipe pressure to cause operation of said fluid pressure responsive means to effect an emergency application of the brake.

17. In a brake equipment for vehicles, a fluid pressure brake, a brake pipe, fluid pressure responsive means subject to brake pipe pressure for controlling the application of the brake, electroresponsive means for controlling the application of the brake, means including a manually operable device for controlling the operation of said electroresponsive means to effect an application of the brake in accordance with the position of said manually operable means, checking relays operable upon the energization of the circuits controlling said electroresponsive means, means for limiting the degree of application of the brake including time delay means operable in accordance with the operation of said manually operable means, an application limiting relay controlled by said time delay means and by said checking relays, and means responsive to a failure in the operation of said application limiting relay for effecting a reduction in brake pipe pressure to cause operation of said fluid pressure responsive means to effect an emergency application of the brakes.

18. In combination, a chain of slow pick-up relays, a manually operable controller having pairs of normally open contacts, one pair corresponding to each of said relays and each pair having a pick-up contact and an operating contact, a plurality of pick-up circuits for the first relay of said chain, each including one of said pick-up contacts and a back contact of the relay associated with such contact, a plurality of pick-up circuits for each relay beyond the first, each including a front contact of the preceding relay and a back contact of one of the succeeding relays as well as the controller pick-up contact associated with such succeeding relay, a holding circuit for each relay including a front contact of the. next succeeding relay, an auxiliary holding circuit for each relay except the first and each including the associated pick-up contact and a front contact of the preceding relay, an electroresponsive device, and a plurality of operating circuits for said device, each including a front contact of one of said relays and the operating contact corresponding to such relay.

19. In a vehicle braking system, in combination, a chain of slow pick-up relays, a manually operable controller having pairs of normally open contacts, one pair corresponding to each of said relays and each pair having a pick-up contact and an operating contact, a plurality of pick-up circuits for the first relay of said chain, each including one of said pick-up contacts and a back contact of the relay associated with such contact, a plurality of pick-up circuits for each relay beyond the first, each including a front contact of the preceding relay and a back contact of one of the succeeding relays as well as the controller pickup contact associated with such succeeding relay, a holding circuit for each relay including a front contact of the next succeeding relay, an auxiliary holding circuit for each relay except the first and each including the associated pick-up contact and a front contact of the preceding relay, an electroresponsive device, and a plurality of operating circuits for said device each including a front contact of one. of said relays and the operating contact corresponding to such relay, and braking apparatus for the vehicle controlled in part by said electro-responsive device.

20. In a brake equipment for vehicles, in combination, electroresponsive means for effecting an application of the brakes comprising magnet valve devices and means for controlling the duration of energization of said electroresponsive means comprising a plurality of timing relays arranged to operate in sequence, manually operable means having a plurality of brake applying positions corresponding to the number of timing relays for controlling the operation of a chosen number of said timing relays to efiect a desired degree of application of the brakes in accordance with the amount of movement of said manually operable means, and means responsive to a lack of correspondence between the movements of said manually operable means and said timing relays for effecting emergency application of the brakes.

GEORGE W. BAUGHMAN. 

